EP2750927A1

EP2750927A1 - Vehicle seat, in particular motor vehicle seat

Info

Publication number: EP2750927A1
Application number: EP12737501.2A
Authority: EP
Inventors: André Boehm; Georg Fischer; Ralph Recktenwald
Original assignee: Keiper GmbH and Co
Current assignee: Adient Luxembourg Holding SARL
Priority date: 2011-08-29
Filing date: 2012-07-19
Publication date: 2014-07-09
Anticipated expiration: 2032-07-19
Also published as: JP5696256B2; WO2013029720A1; US20140152065A1; JP2014520694A; DE102011113789A1; KR101579062B1; DE102011113789B4; US9592749B2; KR20140057367A; EP2750927B1; CN103732444A; CN103732444B

Abstract

In the case of a vehicle seat, in particular a motor vehicle seat, having a basic structure (3) which is intended to be connected to the vehicle structure (S) and on which a first bolt (3b) is arranged, having at least one backrest support (8) which is articulated on the basic structure (3) in a lockable manner by means of at least one fitting (7), wherein the first bolt (3b) is offset parallel to the rotation axis of the fitting (7), having a backrest structure (4) which is articulated on the backrest support (8) by means of a joint (18) and is lockable to the backrest support (8) by means of a locking device (22) and on which there is arranged a second bolt (20b) which is offset parallel to the joint (18), having a backrest (10) that has the backrest support (8) and the backrest structure (4), said backrest (10) being movable in relation to the basic structure (3) by means of a kinematic system in order to transfer the vehicle seat (1) from at least one use position, in which it can be sat on, into an out-of-use position or into a further use position and back again, wherein a four-bar linkage (V) temporarily exists, said four-bar linkage controlling the kinematic system, there is provided a rigid stop link (29) which comes temporarily into abutment with one of the two bolts (3b, 20b) in order to form a mechanism link of the temporary four-bar linkage (V), and which is articulated on the other of the two bolts (3b, 20b).

Description

Vehicle seat, in particular motor vehicle seat

The invention relates to a vehicle seat, in particular a motor vehicle seat, with the features of the preamble of claim 1.

From DE 10 2008 012 714 B3 a vehicle seat of the type mentioned is known. The back has on both sides of the vehicle seat a backrest, which is articulated by means of a fitting to the base structure lockable, and a backrest structure which is articulated on both sides of the vehicle by means of a joint on the associated backrest support and lockable by means of a locking device with the backrest on. On a vehicle seat side, a spring unit is provided, consisting of a gas spring and an end stop for the gas spring. The spring unit is offset from the fitting to the base structure and articulated to the articulated to an arm of the backrest structure. The transition from the use position to the non-use position by unlocking and pivoting the backrest structure forward and the backrest support to the rear. The pivoting backrest structure defines a pivoting angle (relative to the backrest support). When the backrest structure reaches a specific pivot angle range, the spring unit arrives in its end stop, so that the articulation points of the spring unit located in the end stop (which thus forms a gear member), the joint and the fitting temporarily define a four-bar linkage, which comprises the backrest structure and kinematics controls, as long as the backrest structure in is the specific swing angle range. In the final phase of the transition to the non-use position, the temporary four-bar linkage is removed again, and the kinematics function as a particular uncontrolled Zweigelenk. The invention is based on the object to improve a vehicle seat of the type mentioned. This object is achieved by a vehicle seat with the features of claim 1. Advantageous embodiments are the subject of the dependent claims. The kinematics of the backrest is controlled by means of the temporarily existing multi-joint, in particular four-bar linkage. During this phase of the existence of the four-bar link, only one degree of freedom is present, ie there is a defined transition, preferably to the non-use position. The use of a stop coupling as a transmission member of this multi-joint is less expensive compared to a gas spring. The spring force is then preferably applied inexpensively by a next to the stop coupling (ie with respect to the power flow alternatively) arranged leaf spring or by a arranged in the stop coupling rubber buffer. A leaf spring could be alone in its extended position a transmission member of said multi-joint, but the geometric conditions in the stop coupling are more precisely defined. The use of a multi-joint to control kinematics is not limited to transitioning to a non-use position. It is also conceivable to control another movement of the backrest, for example a tilt adjustment, or a height adjustment or tilt adjustment of the seat cushion structure. The term "steer" is to be interpreted broadly, so that the multi-joint also consist of parts of the backrest or can wear this.

The stop coupling acts between the base structure and the backrest structure, namely offset to the backrest support. Accordingly, the stop and linkage elements, in this case generally referred to as bolts, arranged offset for the stop coupling to the pivot axes of the backrest structure and the backrest, so that changes their distance during the transition between use and non-use positions of Vehicle seat by means of the kinematics of the backrest. The stop coupling is formed at one end for a stop on one of the bolts and hinged at the other end to the other of the bolts. The stop coupling preferably has a slot whose ends, ie the peripheral material parts, forms the stop for cooperation with the one of the bolts.

The leaf spring would act as a drag linkage in its relaxed stretched position, i. be charged on train. Outside the extended position, the leaf spring bends geometrically. In its bent positions, the leaf spring builds up a tension, due to which it can act as a compression spring, for example, to counteract the weight of the backrest, as well as a preferably additionally present Lehnenkompensationsfeder. A certain length of the leaf spring allows the construction of a sufficient tension even at low curvatures of the leaf spring, i. There is a small space requirement.

In the non-use position, the backrest structure is preferably placed on a front support, which is preferably formed on the base structure, and on a rear support, which is preferably formed on the vehicle structure. In addition to an improved application of force when loading the vehicle seat in the non-use position, it is possible when returning from the non-use position to the use position that the back lower edge along a - the rear support adjacent - guideway slides on the vehicle structure, so again only one degree of freedom for the Kinematics present.

The vehicle seat according to the invention is similar in several design features to the vehicle seats described in DE 10 2008 012 714 B3 and in WO 2007/006440 A2 as a second exemplary embodiment, for which reason the disclosure content of this regard is explicitly included.

So can the transition from the use position

Non-use position when the unlocked backrest structure forward by the backrest structure positively controlled unlocked backrest carrier pivots backwards, a relation to a table position deeper non-use position (bottom position) can be achieved, which is suitable in contrast to a lying position for loading. A seat cushion structure preferably pivots forward by a little more than 180 °, in which case in the non-use position, the original underside of the seat cushion structure more or less flush and just connects to the original back of the underlying backrest structure. A positively controlled unlocking of the fitting simplifies the operation to be carried out by the user, for example because he only has to unlock the locking device of the backrest structure, while the backrest structure carries out the unlocking of the backrest support, thus acting on the fitting. Preferably, the backrest structure unlocks the fitting by means of an unlocking coupling, which is preferably rigid. For a specific temporal movement, the Entriegelungskoppel can provide a free path, such as a slot-pin guide, by means of which the positively controlled unlocking can be delayed and set to a specific pivot angle range of the backrest structure.

Preferably, exactly one backrest support is provided on each vehicle seat side, for example in the form of a rocker, wherein the two backrest supports may be coupled by transverse connections. This stabilizes the backrest for normal use and in the event of a crash. The intended for the transition between position of use and non-use position springs or transmission connections need only be present on a vehicle seat side, preferably on different vehicle seat sides. Thus, the leaf spring, which is provided for acting on the movement of the backrest structure, contribute to a tilt adjustment for compensation of the back weight.

The leaf spring is also suitable for vehicle seats with a different kinematics than those described. In the following the invention with reference to an embodiment shown in the drawing with a modification is explained in more detail. Show it

1 is a left side view of the embodiment in the position of use,

2 is a side view corresponding to FIG. 1 in a first intermediate position during the transition into the non-use position during the existence of the temporary four-bar link, FIG.

3 is a side view corresponding to FIG. 1 in an intermediate position during the transition into the non-use position after the temporary four-bar link has been removed;

4 is a side view corresponding to FIG. 1 in the non-use position,

5 is a side view corresponding to FIG. 4 in a first intermediate position when returning to the position of use, FIG.

6 is a side view corresponding to FIG. 4 in a second intermediate position when returning to the position of use, FIG.

7 is a right side view of the embodiment in the position of use,

8 is a side view corresponding to FIG. 7 in an intermediate position during the transition into the non-use position during the existence of the temporary four-bar link, FIG.

9 is a perspective detail view of the embodiment in the position of use in the region of the stop coupling, 10 is an exploded view of stop coupling and designed as a leaf spring spring unit, and

Fig. 11 is a perspective detail view of a modification with a formed as a rubber buffer spring unit.

In the exemplary embodiment, a vehicle seat 1 is provided for a rear, in particular third, row of seats of a motor vehicle, wherein the arrangement of the vehicle seat 1 within the motor vehicle and its usual direction of travel define the directions used below. As parts of its supporting structure, the vehicle seat 1 has a base structure 3 and a backrest structure 4, which is upholstered in a manner known per se. The base structure 3 is presently firmly connected to the vehicle structure S of the motor vehicle, but could also be longitudinally adjustable by means of seat rails relative to the vehicle structure S. Furthermore, the base structure 3 may be articulated in itself. On both sides of the vehicle seat a respective fitting 7 is provided on the base structure 3, by means of which each one designed as a rocker backrest support 8 is mounted relative to the base structure 3 pivotable and lockable. The two backrest support 8 define together with the padded backrest structure 4, the backrest 10 of the vehicle seat 1. It is first described a einitzbare use position of the vehicle seat 1.

In the present case, the fitting 7 is designed as a catch fitting, as described, for example, in DE 20 2009 016 989 U1, the disclosure of which is expressly incorporated herein. Here, one of the two fittings is fixed to the base structure 3 at the rear end and the other fitting firmly connected to the backrest support 8 at its lower end. But it is also possible to use as a fitting 7 a geared fitting with free-pivoting function, as described for example in DE 100 48 127 A1, the relevant disclosure of which is also expressly included. The normally locked fitting 7 can be unlocked by means of a first actuating element 11 by the present case designed as a slide plate first actuating element 11 rotates a shaft 13. It can be provided for each fitting 7 each have a shaft 13 or a common shaft 13 for both fittings 7, which couples the two fittings 7 and allows a synchronous release by means of a single first actuating element 11. In the present case, the first actuating element 11 is arranged on the vehicle seat side closer to the vehicle interior, referred to briefly as the inside of the vehicle seat 1. The shaft 13 is aligned with the axis of rotation of the fittings 7, so the pivot axis of the backrest support 8 relative to the base structure. 3

For a tilt adjustment of the backrest 10 of the fitting 7 (in training as a detent fitting) by means of a second actuating element 15, which is presently designed as a lever handle, unlocked. The second actuator 15 may be rotatably connected to the first actuator 11, but in the present case acts directly on the shaft 13, wherein a driving or decoupling may be provided in a rotational direction. In the present case, the second actuating element 15 is arranged on the vehicle seat side closer to the vehicle, in short referred to as the outside of the vehicle seat 1. In a modified embodiment, no separate second actuator 15 is provided, but for the inclination adjustment of the backrest 10 of the fitting 7 is actuated for example by means of the first actuating element 11. A Lehnenkompensationsfeder 17, which is presently designed as a gas spring and is arranged for example on the inside of the vehicle seat 1, acts between the base structure 3 and the backrest support 8. When unlocked fittings 7 compensates for the backrest compensation spring 17 at least a portion of the weight of the entire backrest. The backrest compensation spring 17 thus acts in the forward pivoting direction of the backrest.

The backrest structure 4 is articulated on both sides of the vehicle by means of a hinge 18 designed as a hinge on the backrest support 8. The hinge 18 is provided between the upper end of the backrest support 8 and the backrest structure 4 in the lower half thereof. The axes of rotation defined by the joints 18 are aligned with each other and define the pivot axis of the backrest structure 4 relative to the back support structures 8. The back of the backrest structure 4 in the use position substantially to the rear, slightly oblique to the horizontal. The joints 18 are constructed so that in each case a central hinge pin is provided, which is rotatably connected to the backrest structure 4. On this hinge pin is in each case - axially offset from the associated backrest support 8 on the outside - an arm 20 is attached. The two arms 20 are thus rotatably connected to the backrest structure 4.

In the region of the lower end of the backrest structure 4, a locking device 22 is provided on at least one vehicle seat side, in the present case on both. The locking device 22 is presently designed as a lock, as described for example in DE 203 02 007 U1, whose relevant disclosure content is expressly included. By means of this locking device 22 on the backrest structure 4, the backrest structure 4 is releasably locked to the associated backrest support 8, more precisely with a counter element on the associated backrest support 8, in this case a striker of the backrest support 8, wherein locking device 22 and counter element can be reversed in their positions. The backrest 10 thereby forms a kinematic unit in the position of use. By means of the fittings 7, several positions of use of this kinematic unit are adjustable, i. the backrest 10, in particular the backrest structure 4, is adjustable in inclination. Instead of the combination of hinge 18 and locking device 22, a fitting in the manner of the fitting 7 may be provided.

On a vehicle seat side, in this case the vehicle seat side with the Lehnenkompensationsfeder 17, so the inside of the vehicle seat 1, the arm 20 is a Entriegelungskoppel 26 is articulated with one of its two ends. At its other end, the unlocking coupling 26 is articulated by means of a slot-pin guide 28 on the first actuator 11, wherein in the present case the Entriegelungskoppel 26, the pin and the first actuator 11 has the slot. The reverse assignment is also possible.

Furthermore, a stop coupling 29 is provided on a vehicle seat side, in this case the vehicle seat side lying opposite the backrest compensation spring 17, that is to say the outside of the vehicle seat 1. The elongated stop coupling 29 is rigid. At its one end, in this case the lower end, it has a slot 29a, by means of which it surrounds a first bolt 3b, which is attached to the base structure 3, offset from the fitting 7 and thus offset from the pivot axis of the backrest support 8. At its other end, in this case the upper end, the stop coupling 29 is articulated to a second pin 20b, which is attached to the provided on this vehicle seat side arm 20, that is offset to the joint 18 and thus offset from the pivot axis of the backrest structure 4.

On the same vehicle seat side, so the outside of the vehicle seat 1, a spring unit 30 is provided, which is preferably biased in the position of use. Lehnenkompensationsfeder 17 and Entriegelungskoppel 26 on the one hand and stop coupling 29 and spring unit 30 on the other hand are presently provided on exactly one vehicle seat side, but may also be provided on both vehicle seat sides.

Preferably, the spring unit 30 is formed as a leaf spring 30 which is rotatably mounted (each with its end portion) on the one hand on the first pin 3b and on the other hand on the second pin 20b. However, the spring unit 30 formed as a leaf spring can also be mounted otherwise offset from the pivot axes of the backrest support 8 and the backrest structure 4. Trained as a leaf spring spring unit 30 is relaxed in its extended position and builds when bending a voltage so that they can then act as a compression spring.

In a modification (Fig. 1) to the embodiment, the spring unit 30 is formed as a rubber buffer, which acts for example between the first pin 3b and the stop coupling 29, preferably by the slot 29a in the Space between the first bolt 3b and the two ends of the slot 29a of the stop coupling 29 fills. Also, this spring unit 30 acts as a compression spring when the stop coupling 29 shifts relative to the first pin 3b, ie in particular when further outward end of the slot 29a away from the first pin 3b and the more inward end of the slot 29a the first pin 3b approaches.

On both sides of the vehicle a rocker 33 is articulated with one end. The other end of each rocker 33 is hinged to a seat cushion structure 35, which is upholstered in a conventional manner. The mutually corresponding joints on the two sides of the vehicle are aligned with each other. Instead of using the wings 33 and their two pivot axes, the seat cushion structure 35 may be hinged in a modified embodiment directly to the base structure 3, ie by means of a single pivot axis, which is defined by two mutually aligned joints. The seat cushion structure 35, together with its padding, defines the seat cushion of the vehicle seat 1. Between base structure 3 and rocker 33 and / or between rocker 33 and seat cushion structure 35, springs can be effective and build up a bias. The underside of the seat cushion structure 35 points in the position of use substantially downwards, slightly oblique to the vertical. In the position of use of the vehicle seat 1, the seat cushion structure 35 and the backrest structure 4 (or the back supports 8 or the base structure 3), for example, locked together or form-fit by means of stops or the like together.

The vehicle seat 1 can be transferred from the use position to a flat ground or non-use position. For this purpose, the locking devices 22 are unlocked, optionally also the lock with the seat cushion structure 35 is opened, and the backrest structure 4 is pivoted relative to the backrest supports 8 about the joints 18 to the front. The biased spring unit 30 acts (as a relaxing compression spring) supportive of this movement of the backrest structure 4. The slot-pin guide 28 passes through their free travel. When the seat cushion structure 35 is unlocked or in about vertical intermediate position of the backrest structure 4 is released from this, the seat cushion structure 35, in this case by a little more than 180 ° pivots, in the present case, so that the original bottom of the seat cushion structure 35 is oriented horizontally and facing upward. In the present case, this movement is assisted by the said prestress, which is built up by the springs on the rockers 33, and thus takes place automatically.

In a particular intermediate position of the backrest structure 4, i. at a certain pivoting angle or at least in an area around this particular pivot angle of the backrest structure 4, the free travel of the slot-pin guide 28 is completely passed through. Now takes the Entriegelungskoppel 26, the first actuator 11, whereby the fittings 7 are positively controlled unlocked (Fig. 8). After both fittings 7 are unlocked and the backrest structure 4 (and the backrest support 8) reach a certain range of pivoting angle, the stop coupling 29 loaded with the first bolt 3 b comes into abutment, ie with the end of the slot 29 a further out in contact with the first first bolt 3b (Fig. 2). The spring unit 30 assumes almost its relaxed position, so in an embodiment as a leaf spring their extended position and in a design as a rubber buffer the undeformed state. In order to avoid exceeding the relaxed position by unfavorable tolerance positions, the spring unit 30 is preferably designed so that it has not fully reached its relaxed position when the knock-over coupling 29 comes into abutment with the first bolt 3b. Because of the unlocked fittings 7, the backrest support 8 can be pivoted to the rear in the horizontal, and at the same time the backrest structure 4 continue its pivoting movement in the direction of the horizontal. Basically, this kinematics would have several degrees of freedom.

By the bolts 3b and 20b of the abutting, claimed on train stop coupling 29 and by the joint 18 and the fitting 7 on this vehicle seat side as joints - or in another perspective by the stop coupling 29, the arm 20, the backrest support 8 and the offset between the fitting 7 and the adjacent first bolt 3b as gear members - However, a four-bar V is defined. The four-bar link V exists temporarily, ie, during the transition from the use position to the non-use position over the specific pivoting angle range, that is, as long as the backrest structure 4 is in this specific pivoting angle range. The temporary four-bar linkage V controls the kinematics of the backrest 10 (consisting of unlocked backrest supports 8 and unlocked backrest structure 4). The four-joint kinematics control thus formed reduces the degrees of freedom of the movement to a single one, ie the movements of the backrest structure 4 and backrest supports 8 are coupled , The stop coupling 29 acts as Zugkoppel. By forward-pressing the (provided on the backrest structure 4) backrest upper edge 10 a, the backrest 10 can move backwards down. There is no contact with the vehicle structure S instead. The Lehnenkompensationsfeder 17 prevents the uncontrolled sagging by weight. The backrest compensation spring 17 is never in its end stop.

In the final phase of the transition to the non-use position, i. when the backrest structure 4 (and the backrest support 8) leaves the determined pivoting angle range, the abutment coupling 29 leaves the first bolt 3b and biases the spring unit 30 again, i. the temporary quad joint V is released and the kinematics function as uncontrolled (or otherwise controlled) articulation. Both springs, i. the backrest compensation spring 17 and the (acting as an exciting compression spring) spring unit 30, counteract the weight. Due to the position of the center of gravity of the backrest structure 4 in front of the joints 18, the backrest structure 4 tilts forward on its front support 3a, which is formed, for example, on the base structure 3. By pressing on the rear side of the backrest structure 4, which is now at the top, the backrest lower edge 10b (provided on the backrest structure 4) can be deposited on the rear support Sb, which is formed on the vehicle structure S, for example. The non-use position is reached.

Seat cushion structure 35, backrest support 8 and backrest structure 4 have at least approximately reached the horizontal. The original underside of the seat cushion structure 35 is more or less flush and flush with the original back of the backrest structure 4 located behind. Securing the non-use position can be done by its own weight, if this is greater than the force of the Lehnenkompensationsfeder 17 and the spring unit 30, or by a lock, for example by means of the fittings 7 and / or locking devices 22 to corresponding counter-elements.

In the present embodiment, the connecting line of the bolts 3b and 20b in the preferred position of use is inclined by 23 ° relative to the vertical backwards, pivots to the formation of the temporary four-joint V by 5 °, during the existence of the temporary four-joint V by 51 °, and after Removal of the temporary four-joint V by another 18 °.

To return, i. the transition from the non-use position to the use position, the backrest top edge 10a, possibly after unlocking, pulled backwards. The backrest lower edge 10b slides along a guide track B which is formed on the vehicle structure S between the rear support Sb and the attachment of the base structure 3 to the vehicle structure S, whereby the backrest structure 4 moves upwards. The Lehnenkompensationsfeder 17 supports the upward movement. The stop coupling 29 is not yet in abutment with the first bolt 3b, so that no temporary four-bar link V is defined, but the still-tensioned spring unit 30 also supports the upward movement. The backrest structure 4 and the backrest supports 8 move as free articulated kinematics into the final phase of lifting. The two springs, i. Backrest compensation spring 17 and spring unit 30 are geometrically arranged so that now their righting force is significantly greater than the weight. First, lock the fittings 7 again, then the locking devices 22. The position of use is reached again.

If, during the upward movement of the backrest structure 4, the user could hold the latter against the force of the two springs 7 and 30 in abutment against the guide track B, there would be the risk that the deflection of the spring unit 30, especially in training as a leaf spring, could reach the range of plastic deformation. In order to avoid this abuse case, the stop coupling 29 then comes into abutment against the first bolt 3b, acts as a pressure coupling, and limits the deflection of the spring unit 30 with the further inward end of the slot 29a. This again creates a temporary four-bar linkage. that controls the further upward movement of the backrest structure 4, until in the final phase of the movement said end of the slot 29a again leaves the first bolt 3b and the fittings 7 and the Verriegelungsvorrchtungen 22 can lock again.

When changing to a different position of use, ie, a tilt adjustment of the backrest, the kinematics of the backrest 10 after unlocking the fittings 7 is a Eingelenk. Whose movement forward is supported by the two springs 17 and 30, that is, the spring unit 30 also compensates for part of the weight of the backrest 10th

LIST OF REFERENCE NUMBERS

I vehicle seat

3 basic structure

3a front support

3b first bolt

4 backrest structure

7 fitting

8 back support

10 backrest

10a Lehnenoberkante

10b backrest lower edge

I I first actuator

13 wave

15 second actuator

17 backrest compensation spring

18 joint

20 arm

20b second bolt

22 locking device

26 unlocking coupling

28 slot-pin guide

29 stop coupling

29a slot

30 spring unit

33 swingarm

35 seat cushion structure

B guideway

5 vehicle structure

Sb rear support

V temporary four-joint

Claims

claims

1. vehicle seat, in particular motor vehicle seat, with

a) a base structure (3) which is to be connected to the vehicle structure (S) and on which a first bolt (3b) is arranged,

b) at least one backrest support (8) which is articulated lockably by means of at least one fitting (7) on the base structure (3), wherein the first bolt (3b) is offset parallel to the axis of rotation of the fitting (7),

c) a backrest structure (4) articulated by means of a hinge (18) on the backrest support (8) and by means of a locking device (22) with the backrest support (8) and on which a second bolt (20b) is arranged, which is parallel is offset to the joint (8),

d) of the backrest support (8) and backrest structure (4) having backrest (10) which is movable by means of kinematics relative to the base structure (3) to the vehicle seat (1) of at least one einitzbaren use position in a non-use position or in another Use position to transfer and back, where temporarily a multi-joint, in particular four-bar linkage (V), there, which controls the kinematics,

characterized in that

e) a rigid stop coupling (29) is provided which abuts temporarily with the one of the two bolts (3b, 20b) to form a transmission member of the temporary four-bar linkage (V) or other multi-joint, and which on the other of the two Bolt (3, 20b) is articulated.

2. Vehicle seat according to claim 1, characterized in that the stop coupling (29) has a slot (29 a), by means of which it surrounds one of the two bolts (3b, 20 b).

3. Vehicle seat according to claim 1 or 2, characterized in that the two bolts (3b, 20b), the joint (18) and the fitting (7) define the temporary four-bar linkage (V), which controls the kinematics, as long as the backrest structure (4) is located in a certain range of swivel angle.

4. Vehicle seat according to one of the preceding claims, characterized in that the stop coupling (29) acts as Zugkoppel when the temporary four-bar linkage (V).

5. Vehicle seat according to one of the preceding claims, characterized in that the stop coupling (29) acts to avoid misuse as a pressure coupling when the vehicle seat (1) returns from the non-use position in the at least one einitzbare use position.

6. Vehicle seat according to one of the preceding claims, characterized in that in addition to the stop coupling (29), a spring unit (30) is arranged, which is in particular designed as a leaf spring, and which acts as a compression spring.

7. Vehicle seat according to claim 6, characterized in that formed as a leaf spring spring unit (30) on the two bolts (3b, 20b) is mounted, and / or that the leaf spring formed as a spring unit (30) is close to its extended position, when the temporary four-joint (V) exists.

8. Vehicle seat according to one of the preceding claims, characterized in that in the final phase of the transition to the non-use position, the temporary four-bar linkage (V) is canceled again and the kinematics functions as uncontrolled in particular Zweigelenk. Vehicle seat according to one of the preceding claims, characterized in that at the transition from the use position to the non-use position initially only the locking device (22) unlocked and the backrest structure (4) pivots, which unlocks the fitting (7) positively controlled in an intermediate position in a certain pivoting angle range ,

Vehicle seat according to one of the preceding claims, characterized in that in the position of use the backrest structure (4) locked to the backrest support (8) can be adjusted in inclination by means of the fitting (7).